WO2020120457A2 - Dispositif pour charger et pour décharger un accumulateur d'énergie d'entraînement d'un véhicule hybride ou électrique et système de gestion d'une pluralité de véhicules hybrides ou électriques - Google Patents

Dispositif pour charger et pour décharger un accumulateur d'énergie d'entraînement d'un véhicule hybride ou électrique et système de gestion d'une pluralité de véhicules hybrides ou électriques Download PDF

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Publication number
WO2020120457A2
WO2020120457A2 PCT/EP2019/084390 EP2019084390W WO2020120457A2 WO 2020120457 A2 WO2020120457 A2 WO 2020120457A2 EP 2019084390 W EP2019084390 W EP 2019084390W WO 2020120457 A2 WO2020120457 A2 WO 2020120457A2
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WO
WIPO (PCT)
Prior art keywords
hybrid
vehicle
candidate vehicle
control power
supply network
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2019/084390
Other languages
German (de)
English (en)
Other versions
WO2020120457A3 (fr
Inventor
Jürgen Hildinger
Xaver Pfab
Mark PILKINGTON
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Priority to US17/413,019 priority Critical patent/US20220024337A1/en
Priority to CN201980074752.3A priority patent/CN113165546A/zh
Publication of WO2020120457A2 publication Critical patent/WO2020120457A2/fr
Publication of WO2020120457A3 publication Critical patent/WO2020120457A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/67—Controlling two or more charging stations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]

Definitions

  • the disclosure relates to a device for charging and discharging a drive energy store of a hybrid or electric vehicle, a system for managing a plurality of hybrid or electric vehicles that are set up to provide control power for a power supply network, a hybrid or electric vehicle, and a method for discharging a drive energy store of a hybrid or electric vehicle by means of a charging station, and a method for the management of a large number of hybrid or electric vehicles which are set up to provide control power for an energy supply network.
  • the present disclosure relates in particular to flexible and efficient provision of control power for an energy supply network by means of a pool of hybrid or electric vehicles.
  • a power supply e.g. of households via an energy supply network.
  • Power plants such as coal-fired power plants, solar power plants, nuclear power plants, hydropower plants and / or wind power plants, feed energy into the energy supply network.
  • the energy supply network includes transformers and transformer stations in order to provide the energy fed in with a defined target voltage and target network frequency to a large number of consumers.
  • a grid frequency of 50 Hz is used for the energy supply network.
  • This network frequency is a direct quality indicator. If too much energy is fed in at the same time, the grid frequency increases. If too little energy is fed in, the grid frequency drops.
  • a control power is used to compensate for the oversupply and undersupply, and in particular a primary control power and / or secondary control power. The Control power ensures that consumers are supplied with the required electrical energy.
  • a device for charging and discharging a drive energy store of a hybrid or electric vehicle a system for managing a plurality of hybrid or electric vehicles that are set up to provide control power for a power supply network, a hybrid or electric vehicle , to specify a method for discharging a drive energy store of a hybrid or electric vehicle by means of a charging station, and a method for the management of a large number of hybrid or electric vehicles which are set up to provide a control power for a power supply network, which allow flexible and efficient provision of a control power for a Enable energy supply network.
  • it is an object of the present disclosure to ensure network stability of energy supply networks.
  • a device for charging and discharging a drive energy store of a hybrid or electric vehicle comprises a frequency measurement module that is set up to measure a network frequency of a power supply network (locally); a control module (or a control module) which is set up to control and in particular regulate, based on the measured network frequency, charging the drive energy store from the energy supply network or discharging the drive energy store into the energy supply network in order to provide a control power (for example a primary control power) ; and a first communication module, which is set up to act as a master with the hybrid or Communicate electric vehicle.
  • the hybrid or electric vehicle is set up to communicate with the device as a slave.
  • the charging and / or discharging is locally controlled in order to provide the control power by means of a local frequency measurement and master / slave communication.
  • the local frequency measurement allows a high-precision measurement of the mains frequency, which enables an improved power frequency control.
  • the device acting as a master provides a fast control speed.
  • the local frequency measurement and fast control speed, and in particular their combination enable flexible and efficient provision of control power, which improves network stability.
  • the drive energy store of the hybrid or electric vehicle can be charged from the energy supply network if the energy supply network is over-supplied. If the energy supply network is over-supplied, the network frequency measured locally by means of the frequency measurement module can be greater than 50 Hz. Similarly, the drive energy store for the provision / provision of the control power can be discharged into the energy supply network if there is an undersupply of the energy supply network. If the energy supply network is undersupplied, the network frequency measured locally by means of the frequency measurement module can be less than 50 Hz.
  • the device is preferably a charging station, and in particular a wall box.
  • the charging station (or wall box) can be a DC charging station (or DC wall box).
  • the device can be, for example, a charging station that is available in private households and can be used for charging a hybrid or electric vehicle. This means that the hybrid or electric vehicle can be used extensively to provide control power and not only if the hybrid or electric vehicle is connected to special charging stations in special (e.g. public) locations.
  • the term “wall box” generally refers to an intelligent charging station for hybrid and electric vehicles.
  • the wall box can in particular be a wall charging station that can be attached to a wall.
  • the wallbox not only provides a connection for the charging cable and the connection to the power supply network, but also additional functions, such as communication regarding charging parameters, such as the Charging power.
  • the wallbox is generally designed for use indoors or in protected outdoor areas (e.g. carports) and is generally not open to the public.
  • the device preferably comprises a first energy interface, which is set up for an electrical connection to the energy supply network.
  • the first energy interface can be designed as an AC interface.
  • the device comprises a second energy interface, which is set up for an electrical connection with the hybrid or electric vehicle.
  • the second energy interface can be designed as a DC interface.
  • the device preferably further comprises a power electronics module with a bidirectional DC-AC converter.
  • the bidirectional DC-AC converter enables a direct current (DC) charging of the drive energy store of the hybrid or electric vehicle with energy from an alternating current (AC) network and a discharge of the drive energy store into the AC network.
  • the power electronics module can be arranged between the first energy interface and the second energy interface in order to convert the AC power provided by the AC network for charging the drive energy store into a DC power and for the DC power provided by the drive energy store for feeding to convert into AC power in AC grid.
  • the drive energy store is a high-voltage store, such as a lithium-ion battery.
  • the drive energy storage can also be referred to as a "traction battery”.
  • the device preferably further comprises an electrical fuse module.
  • the electrical fuse module can be arranged between the first energy interface and the frequency measurement module and / or the power electronics module.
  • the electrical fuse module can be integrated in the first energy interface.
  • the electrical fuse module provides a fuse function for the device that prevents the device from being damaged, for example, in the event of an abnormality in the power supply network.
  • the frequency measurement module Due to the implementation of the frequency measurement module, the power electronics module and optionally the electrical fuse module in the device, it is not necessary that additional hardware (for example frequency measurement and / or power electronics and / or Safety device) must be installed in the hybrid or electric vehicle.
  • additional hardware for example frequency measurement and / or power electronics and / or Safety device
  • country-specific standards and guidelines for connecting energy generators do not have to be implemented in the hybrid or electric vehicle, but rather are implemented in the device.
  • a system for managing a multiplicity of hybrid or electric vehicles which are set up to provide control power for a power supply network is specified.
  • the large number of hybrid or electric vehicles contains potential candidates for the provision of control power.
  • the large number of hybrid or electric vehicles can also be referred to as a “vehicle pool”.
  • the system comprises a second communication module, which is set up to receive status data of the candidate vehicle from at least one candidate vehicle of the plurality of hybrid or electric vehicles; and a computing module that is configured to determine, based on the status data of the candidate vehicle, whether the candidate vehicle is to be permitted to provide the control power.
  • the second communication module is further configured to send a readiness message to the candidate vehicle when it has been determined that the candidate vehicle is to be allowed to provide the control power in order to put the candidate vehicle into a ready mode, in which the candidate vehicle communicates as a slave with a charging station.
  • a multiplicity of hybrid or electric vehicles is pooled by the system, and in particular by a pooling backend.
  • the system decides selectively and individually whether and which vehicles in the pool are used to provide the control power. If it is decided that a vehicle should be used to provide the control power, the system puts the vehicle into standby mode, in which the vehicle communicates as a slave with the charging station (e.g. the DC wallbox described above) as the master.
  • the charging station e.g. the DC wallbox described above
  • the second communication module and the computing module are preferably implemented in a central unit, and in particular in a backend.
  • the backend can be set up to manage the power supply network, and in particular can be set up to ensure network stability by controlling the control power, such as a primary control power and / or secondary control power.
  • the system preferably further comprises the device for charging and discharging a drive energy store of a hybrid or electric vehicle according to the embodiments described in this document.
  • the backend can decide whether the candidate vehicle is to be approved for delivery and can put the candidate vehicle into standby mode.
  • the device such as the DC wall box, can then communicate with the vehicle through the master / slave communication and control the charging or discharging process of the drive energy store in order to stabilize the energy supply network.
  • the status data that the candidate vehicle comprises e.g. delivers to the backend data relating to a state of charge of a drive energy store of the candidate vehicle and / or data relating to a functional state of the drive energy store and / or data relating to a planned departure time from a current location of the candidate vehicle.
  • the candidate vehicle can send the data to the backend using a telematics interface. Based on one or more of these aspects, the backend can decide whether the vehicle is suitable and / or required for the provision of control power.
  • the computing module is further configured to determine whether the candidate vehicle is to be permitted to provide the control power, based on whether
  • the functional state of the drive energy store fulfills at least one minimum criterion and / or
  • the candidate vehicle is allowed to provide the balancing power when there is need, and is not allowed when there is no need.
  • Demand can be defined, for example, by a deviation of the current network frequency from the target network frequency. If the current network frequency deviates from the target network frequency (equal to or greater) than a threshold value, there is a need for control power. If the current grid frequency deviates from the target grid frequency (equal to or less) than a threshold value, there is no need for control power.
  • the current network frequency can be measured locally, for example, using the frequency measurement module of the device according to the invention.
  • the owner of the vehicle can set a threshold value, and in particular a minimum state of charge (SoC) of the drive energy store. If the current state of charge is equal to or less than the minimum state of charge (or less than a predetermined value above it), the backend can decide that the candidate vehicle is not permitted to feed energy into the energy supply network in the event of an undersupply. However, if there is an excess supply, the backend can decide that the candidate vehicle is charged with excess energy from the energy supply network. This can ensure that the candidate vehicle remains drivable.
  • SoC state of charge
  • the functional state of the candidate vehicle according to aspect (iii) can include, for example, a state of health (SoH) of the drive energy store. If the current SoH is insufficient (i.e. the minimum criterion is not met), the backend can decide that the candidate vehicle will not be allowed to feed energy into the energy supply network and / or charge from the energy supply network. In this way, damage to the drive energy store can be avoided. If the current SoH is sufficient (i.e. the minimum criterion is met), the backend can decide that the candidate vehicle is to be allowed to feed energy into the energy supply network and / or charge from the energy supply network.
  • SoH state of health
  • a planned departure time from a current location can be present in the candidate vehicle.
  • the planned departure time can be stored by a user and / or can be derived automatically from a previous user behavior by the candidate vehicle (for example, when the user usually goes to work). If a time until the planned departure time is (equal to or) less than the threshold value, the backend can decide that the candidate vehicle is not to feed energy into the energy supply network and / or to charge from the energy supply network is allowed. If the time to the planned departure time is (equal or) greater than the threshold value, the backend can decide that the candidate vehicle is permitted to feed energy into the energy supply network and / or charge from the energy supply network.
  • a hybrid or electric vehicle is specified.
  • the hybrid or electric vehicle can be a pure electric vehicle (BEV) or a plug-in hybrid vehicle (PHEV).
  • BEV pure electric vehicle
  • PHEV plug-in hybrid vehicle
  • vehicle includes cars, trucks, buses, campers, motorcycles, etc., which are used to transport people, goods, etc.
  • the term includes motor vehicles for the transportation of people.
  • the hybrid or electric vehicle preferably comprises a third communication module which is set up for communication with the system described in this document for the management of a large number of hybrid or electric vehicles.
  • the third communication module of the hybrid or electric vehicle can be additionally or alternatively set up to communicate as a slave with the device, such as the DC wall box.
  • the third communication module can be a telematics interface of the hybrid or electric vehicle, or can be included in a telematics interface of the hybrid or electric vehicle.
  • the first communication module of the device can be set up to communicate with the second communication module of the backend via a first communication connection. Additionally or alternatively, the first communication module of the device can be set up to communicate with the third communication module of the hybrid or electric vehicle, such as the telematics interface, via a second communication connection. Additionally or alternatively, the third communication module of the hybrid or electric vehicle can be set up to communicate with the second communication module of the backend via a third communication connection.
  • the first communication connection between the wallbox and the backend and / or the third communication connection between the hybrid or electric vehicle and the backend can be wired or wireless communication in a mobile network via local networks or local area networks (LANs), such as wireless LAN (WiFi / WLAN), or via wide area networks (WANs) such as Global System for Mobile Communication (GSM), General Package Radio Service (GPRS), Enhanced Data Rates for Global Evolution (EDGE), Universal Mobile Telecommunications System (UMTS), High Speed Downlink / Uplink Packet Access (HSDPA, HSUPA), Long-Term Evolution (LTE), or World Wide Interoperability for Microwave Access (WIMAX). Communication via other common or future communication technologies, eg 5G mobile radio systems, is possible.
  • GSM Global System for Mobile Communication
  • GPRS General Package Radio Service
  • EDGE Enhanced Data Rates for Global Evolution
  • UMTS Universal Mobile Telecommunications System
  • HSDPA, HSUPA High Speed Downlink / Uplink Packet Access
  • LTE Long-Term Evolution
  • the second communication link between the wallbox and the telematics interface of the hybrid or electric vehicle can use the ISO 15118 communication standard.
  • the ISO 15118 communication standard allows a vehicle to be identified against the wallbox using a corresponding identification message.
  • a method for charging and discharging a drive energy store of a hybrid or electric vehicle by means of a charging station comprises measuring, by the charging station, a (local) network frequency of a power supply network; and controlling, by the charging station, charging the drive energy store from the power supply network or discharging the drive energy store into the power supply network to provide a control power.
  • the charging station communicates as a master with the hybrid or electric vehicle.
  • the method may implement the aspects of the device for charging and discharging a drive energy store of a hybrid or electric vehicle described in this document.
  • the device can be the charging station.
  • the device can implement the aspects of the method for charging and discharging a drive energy store of a hybrid or electric vehicle described in this document by means of a charging station.
  • a method for managing a multiplicity of hybrid or electric vehicles which are set up to provide control power for a power supply network comprises receiving status data from at least one candidate vehicle of the plurality of hybrid or electric vehicles in a backend; a determination, by the backend, whether the candidate vehicle will be approved to provide the control power should, based on the state data of the candidate vehicle; and sending a ready message from the backend to the candidate vehicle when it is determined that the candidate vehicle should be allowed to provide the control power to put the candidate vehicle in a ready mode in which the Candidate vehicle communicates as a slave with a charging station (eg the DC Wallbox).
  • a charging station eg the DC Wallbox
  • the method can implement the aspects of the system for managing a variety of hybrid or electric vehicles described in this document.
  • the system can implement the aspects of the method for managing a large number of hybrid or electric vehicles described in this document.
  • SW software program
  • the SW program can be set up to run on a processor and thereby perform the procedures described in this document.
  • the storage medium can comprise a software program which is set up to be executed on a processor and thereby to carry out the methods described in this document.
  • a system for managing a plurality of drive energy stores of hybrid or electric vehicles which are set up to provide control power for a power supply network.
  • the system can be integrated with the system described above or provided independently of it.
  • the system is set up to manage the large number of drive energy stores along a distribution path to provide the control power.
  • the distribution path relates in particular to the use of the large number of drive energy stores for the provision of the control power before delivery to the customer and / or after a vehicle's service life.
  • the vehicles are used to provide control power after production and before delivery to the customer.
  • the vehicles can, for example, be connected to the wallbox described above on the distribution path (e.g. in the production hall, a warehouse, a sales hall, etc.). This enables a cost reduction per vehicle to be made possible.
  • production can be planned better, since the vehicles can be produced in advance without getting "worthless" on a pile (here, for example, a "first in first out” process can be used). In particular, constant production and / or cushioning of the product! fluctuations occur.
  • an increase in quality or quality assurance can be made possible because a battery test or high-voltage test is carried out before delivery to the customer.
  • FIG. 1 shows a system for the management of a large number of hybrid or electric vehicles which are set up to provide control power for an energy supply network, in accordance with embodiments of the present disclosure
  • FIG. 2 shows a backend of the system of FIG. 1 in accordance with embodiments of the present disclosure
  • FIG. 3 shows a device for charging and discharging a drive energy store of a hybrid or electric vehicle according to embodiments of the present disclosure
  • FIG. 4 shows a flowchart of a method for charging and discharging a drive energy store of a hybrid or electric vehicle by means of a charging station according to embodiments of the present disclosure
  • FIG. 5 shows a flowchart of a method for the management of a large number of hybrid or electric vehicles which are set up to provide control power for a power supply network, in accordance with embodiments of the present disclosure.
  • FIG. 1 shows a system for managing a large number of hybrid or electric vehicles 100, which are set up to provide control power for an energy supply network 10 according to embodiments of the present disclosure.
  • hybrid or electric vehicles can be a pure electric vehicle (BEV) or a plug-in hybrid vehicle (PHEV).
  • the energy supply network 10 comprises transformers and transformer stations in order to provide the fed-in energy with a defined target voltage and target network frequency to a large number of consumers.
  • the energy supply network 10 is an AC network.
  • a target network frequency of 50 Hz is used. If too much energy is fed in at the same time, the grid frequency increases. If too little energy is fed in, the grid frequency drops. Such an oversupply or undersupply leads to a deviation of the actual network frequency from the target network frequency.
  • a control power is used which accordingly supplies or removes energy from the energy supply network 10 in order to stabilize the network frequency.
  • a pool of hybrid or electric vehicles 100 which are managed by a backend 300 (“pooling backend”), is used to stabilize the grid frequency or to provide the control power.
  • the system of the present disclosure may be configured to manage a plurality of hybrid or electric vehicles 100, such as 1000 or more hybrid or electric vehicles 100.
  • a hybrid or electric vehicle 100 can be connected to the energy supply network 10 via a device 200 for charging and discharging a drive energy store 110 of a hybrid or electric vehicle 100.
  • the connection of the drive energy store 110 to the device 200 which can be a wall box, for example, is shown schematically in FIG. 1.
  • the hybrid or electric vehicle 100 can be connected via a connection device, for example a charging cable or power cable 2, to a power connection 202 provided on the device 200, for example a socket.
  • the Devices 200 can be connected to a network connection of the energy supply network 10 via a power line.
  • the system includes the backend 300, which acts as a pooling backend for the plurality of hybrid or electric vehicles 100 and manages the vehicle pool.
  • the backend 300 may be configured to ensure network stability by controlling control power, such as primary control power and / or secondary control power.
  • the backend 300 is configured to receive status data of the candidate vehicle from at least one candidate vehicle of the plurality of hybrid or electric vehicles 100.
  • the backend 300 is configured to determine, based on the status data of the candidate vehicle, whether the candidate vehicle is to be admitted to provide the control power.
  • Backend 300 is further configured to send a readiness notice to the candidate vehicle when it is determined that the candidate vehicle is to be allowed to provide control power to place the candidate vehicle in a standby mode offset.
  • the standby mode can be a dynamic mode and / or a primary control power (PRL) mode.
  • the hybrid or electric vehicles 100 can have telematics interfaces via which data (e.g. SoC, SoH) are sent from the vehicles to the backend 300.
  • data e.g. SoC, SoH
  • a check can take place in the backend 300 as to whether the vehicles are approved for the provision of the control power.
  • the vehicles from the backend 300 are put into standby mode via the telematics interface.
  • the vehicle is a slave in standby mode and the device 200 (e.g. the DC wall box) is the master.
  • the drive energy store 110 of the approved hybrid or electric vehicle 100 (or the drive energy store of a plurality of approved hybrid or electric vehicles) can be charged if there is an excess supply of the energy supply network 10.
  • the drive energy store 110 can be discharged for the provision of the control power if there is an undersupply of the energy supply network 10. In this way, instabilities in the network frequency can be reacted to flexibly and quickly.
  • the device 200 such as the DC wallbox, can be configured to use a first communication link with the backend 300 and a second Communication link to communicate with the hybrid or electric vehicle 100, such as the telematics interface.
  • the first communication link and the second communication link can be used for power control for frequency stabilization.
  • the hybrid or electric vehicle 100 may be configured to communicate with the backend 300 via a third communication link.
  • the status data can be made available to the backend 300 via the third communication connection.
  • the backend 300 can put the vehicle into standby mode via the third communication link.
  • the third communication connection can be designed as a direct communication connection between the hybrid or electric vehicle 100 and the backend 300.
  • the third communication connection can be formed indirectly by the first communication connection and the second communication connection. In other words, in this case there is no direct communication connection between the hybrid or electric vehicle 100 and the backend 300, but the communication takes place indirectly via the device 200 and the communication connections provided by the device 200.
  • the first communication link between the device 200 and the backend 300 and / or the third communication link between the hybrid or electric vehicle 100 and the backend 300 can be a wired or wireless communication link.
  • the second communication connection between the device 200 and the hybrid or electric vehicle 100 can be a wired or wireless communication, and in particular can be a communication connection based on the ISO 15118 communication standard.
  • the device 200 may comprise a first communication module for the communication described above.
  • the backend 300 may include a second communication module.
  • the hybrid or electric vehicle 100 may include a third communication module 120.
  • the third communication module 120 can be a telematics interface, for example.
  • the system is preferably set up to manage the multiplicity of hybrid or electric vehicles along a distribution path in order to provide the control power.
  • Part of the cost disadvantage can be compensated for by using the vehicle storage in energy networks with corresponding revenues during and / or after the vehicle's service life. This can be done, for example, by supporting energy networks (uninterruptible supply, primary control power, buffer storage in very small networks, storage farms with spare parts, etc.).
  • the vehicle storage can be used from manufacture in the factory or the vehicle storage installed in the vehicle on the way to the customer. For example, it is possible for a limited time (e.g. days / a few weeks) to operate the vehicle storage at charging points in the factory, during delivery and / or at the dealer (e.g. also in connection with the initial charging of the vehicle storage in the energy network).
  • a limited time e.g. days / a few weeks
  • FIG. 2 shows a backend 300 of the system of FIG. 1 in accordance with embodiments of the present disclosure.
  • the backend 300 decides, based on the received status data of a hybrid or electric vehicle from the pool of hybrid or electric vehicles, whether the hybrid or electric vehicle should be permitted to provide the control power.
  • the backend 320 includes a (second) communication module 310, which is configured to receive status data of the candidate vehicle from at least one candidate vehicle of the plurality of hybrid or electric vehicles, and a computing module 320, which is configured to based on the State data of the candidate vehicle to determine whether the candidate vehicle should be allowed to provide the control power.
  • the (second) communication module 310 is further configured to send a readiness message to the candidate vehicle when it has been determined that the candidate vehicle is to be allowed to provide the control power in order to put the candidate vehicle into standby mode in which the candidate vehicle communicates as a slave with the wallbox as a master.
  • the state data that the candidate vehicle supplies include, for example, data relating to a state of charge of a drive energy store of the candidate vehicle and / or data relating to a functional state of the drive energy store and / or Data regarding a planned departure time from a current location of the candidate vehicle. Based on one or more of these aspects, the backend can decide whether the respective vehicle is suitable for the provision of control power.
  • the computing module 320 may be configured to determine whether the candidate vehicle should be allowed to provide the control power based on whether (i) there is a need to provide the control power and / or (ii) the state of charge of the Drive energy storage of the candidate vehicle is equal to or greater than a threshold value and / or (iii) the functional state of the drive energy storage fulfills at least a minimum criterion and / or (iv) a time period up to the planned departure time from the current location of the candidate vehicle is equal to or greater than one Is threshold.
  • FIG. 3 shows a device 200 for charging and discharging a drive energy store of a hybrid or electric vehicle according to embodiments of the present disclosure.
  • the device 200 can be a wall box, and in particular a DC wall box.
  • the backend decides whether a particular hybrid or electric vehicle from which the backend has received the status data is permitted to provide the control power and puts the vehicle into standby mode.
  • the DC wallbox can then communicate with the vehicle through the master / slave communication and control and in particular regulate the charging or discharging process of the drive energy store in order to provide the control power.
  • the device 200 comprises a frequency measurement module 220, which is set up to measure a network frequency of the energy supply network locally.
  • the frequency measurement module 220 can measure the line frequency with an accuracy of 10 MHz or less, for example.
  • the device 200 further comprises a control module 250 (or a control module), which is set up to charge the drive energy storage device from the energy supply network or to discharge the drive energy storage device into the energy supply network based on the network frequency measured by the frequency measurement module 220 in order to provide a control power (for example one Primary control power) to control, and in particular to regulate.
  • a control power for example one Primary control power
  • the device 200 further comprises a (first) communication module 260, which is set up to communicate as a master with the hybrid or electric vehicle.
  • the hybrid or electric vehicle is set up to communicate with the device 200 as a slave.
  • Master / slave is a form of hierarchical management of access to a common resource in the form of a common data channel.
  • the master is the only one who has the right to access the shared resource without being asked.
  • the slave cannot access the shared resource on its own; he must wait until he is asked by the master (polling) or indicate to the master that he wants to be asked via a connection that goes past the shared resource. This enables a fast control loop to be implemented ("fast loop").
  • the device 200 comprises a first energy interface 210 that is set up for an electrical connection to the energy supply network.
  • the first energy interface 210 can be designed as an AC interface.
  • the device 200 comprises a second energy interface 240, which is set up for an electrical connection with the hybrid or electric vehicle.
  • the second energy interface 240 can be designed as a DC interface.
  • the second energy interface 240 can be, for example, the power connection 202 shown in FIG. 1.
  • device 200 further includes a power electronics module 230 with a bidirectional DC-AC converter.
  • the bidirectional DC-AC converter enables a direct current (DC) charging of the drive energy store of the hybrid or electric vehicle with energy from an alternating current (AC) network and a discharge of the drive energy store into the AC network.
  • the power electronics module 230 can be arranged between the first energy interface 210 and the second energy interface 240 in order to convert the AC power provided by the AC network for charging the drive energy store into a DC power, and to convert the DC power provided by the drive energy store to convert into an AC power for feeding into the AC grid.
  • the device 200 further comprises an electrical fuse module, which may be integrated in the first energy interface 210, for example.
  • the electrical fuse module provided a fuse function that prevents the device 200 from being damaged, for example, in the event of an abnormality in the power supply network.
  • the vehicle is a slave in the standby module and the DC-W allbox is the master.
  • the high-precision frequency measurement eg measurement error ⁇ 10 mHz
  • the power electronics are implemented in the DC wall box. This means that no additional hardware (power electronics, high-precision frequency measurement, safety device) is required in the vehicle.
  • certain limits e.g. power, current, minimum SOC, etc.
  • the DC wallbox determines how much power is removed from the vehicle and / or the power with which the vehicle is charged, depending on the mains frequency.
  • FIG. 4 shows a flowchart of a method 400 for charging and discharging a drive energy store of a hybrid or electric vehicle by means of a charging station according to embodiments of the present disclosure.
  • the method 400 comprises in block 410 a (local) measurement, by the charging station, a network frequency of a power supply network, and in block 420 a control (in particular rules), by the charging station, a charging of the drive energy store from the power supply network or a discharge of the drive energy store in the energy supply network for providing control power based on the measured network frequency.
  • the charging station e.g. the wall box
  • the method 400 may implement the aspects of the device for charging and discharging a drive energy store of a hybrid or electric vehicle described in this document.
  • the device can implement the aspects of the method 400 described in this document for charging and discharging a drive energy store of a hybrid or electric vehicle by means of a charging station.
  • FIG. 5 shows a flowchart of a method 500 for managing a multiplicity of hybrid or electric vehicles, which are set up to provide control power for a power supply network, according to embodiments of the present disclosure.
  • the method 500 comprises, in block 510, receiving status data from at least one candidate vehicle of the plurality of hybrid or electric vehicles in a backend, in block 520 determining, by the backend, whether the candidate vehicle is to be permitted to provide the control power , based on the status data of the candidate vehicle, and in block 530 sending a ready message from the backend to the candidate vehicle when it is determined that the candidate vehicle is to be allowed to provide the control power to the candidate vehicle in to set a standby mode in which the candidate vehicle communicates as a slave with a charging station (e.g. the DC wall box).
  • a charging station e.g. the DC wall box
  • Method 500 may implement the aspects of the system for managing a variety of hybrid or electric vehicles described in this document.
  • the system can implement the aspects of the method 500 described in this document for managing a plurality of hybrid or electric vehicles.
  • the decentralized pooling of the vehicles can reduce the manufacturing costs of the vehicles, since the drive energy storage can be used on the way to the customer immediately after manufacture in the factory or after installation in the vehicle.
  • the storage tank can be operated for a limited time (days / a few weeks) at charging points in the factory, during delivery or at the dealer (also in connection with the initial charging of the storage tank in the energy network).

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

La présente invention concerne un dispositif pour charger et pour décharger un accumulateur d'énergie d'entraînement d'un véhicule hybride ou électrique. Le dispositif comprend un module de mesure de fréquence, qui est conçu pour mesurer une fréquence d'un réseau d'alimentation en énergie, un module de commande, qui est conçu, sur la base de la fréquence de réseau mesurée, pour commander une charge de l'accumulateur d'énergie d'entraînement à partir du réseau d'alimentation en énergie ou pour commander une décharge de l'accumulateur d'énergie d'entraînement dans le réseau d'alimentation en énergie pour commander une puissance de régulation, et un premier module de communication, qui est conçu pour communiquer en tant que maître avec le véhicule hybride ou électrique pour fournir la puissance de régulation.
PCT/EP2019/084390 2018-12-12 2019-12-10 Dispositif pour charger et pour décharger un accumulateur d'énergie d'entraînement d'un véhicule hybride ou électrique et système de gestion d'une pluralité de véhicules hybrides ou électriques Ceased WO2020120457A2 (fr)

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US17/413,019 US20220024337A1 (en) 2018-12-12 2019-12-10 Device for Charging and Discharging a Drive Energy Store of a Hybrid or Electric Vehicle, and System for Managing a Plurality of Hybrid or Electric Vehicles
CN201980074752.3A CN113165546A (zh) 2018-12-12 2019-12-10 对混合动力车或电动车的驱动蓄能器充电和放电的装置

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DE102018131875.8 2018-12-12
DE102018131875.8A DE102018131875A1 (de) 2018-12-12 2018-12-12 Vorrichtung zum Laden und Entladen eines Antriebsenergiespeichers eines Hybrid- oder Elektrofahrzeugs und System zum Management einer Vielzahl von Hybrid- oder Elektrofahrzeugen

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WO2020120457A3 WO2020120457A3 (fr) 2020-08-27

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DE102023111520A1 (de) 2023-05-04 2024-11-07 Bayerische Motoren Werke Aktiengesellschaft Verfahren und System zum Laden von Elektrofahrzeugen
DE102024127112A1 (de) 2024-09-20 2026-03-26 Bayerische Motoren Werke Aktiengesellschaft Bereitstellen einer Regelleistung mittels mehrerer gepoolter Elektrofahrzeuge

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DE102023111520A1 (de) 2023-05-04 2024-11-07 Bayerische Motoren Werke Aktiengesellschaft Verfahren und System zum Laden von Elektrofahrzeugen
DE102024127112A1 (de) 2024-09-20 2026-03-26 Bayerische Motoren Werke Aktiengesellschaft Bereitstellen einer Regelleistung mittels mehrerer gepoolter Elektrofahrzeuge
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US20220024337A1 (en) 2022-01-27
DE102018131875A1 (de) 2020-06-18
CN113165546A (zh) 2021-07-23

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